Railroad safety system



Oct. 21 1924. 1,512,194

D. J. BISSELL. JR

RAILROAD SAFETY SYSTEM Filed May 1 1923 3 Sheets-Sheet. 1

Oct. 21 1924.

D. J. BISSELL, JR

RAILROAD SAFETY SYSTEM Filed May lv 1923 5 Sheets-Sheet 2 I M I a? .DJBisseZ Oct. 21 1924.

D. J. BISSELL. JR

RAILROAD SAFETY SYSTEM Filed May 1 19?? .3 Sheets-Sheet Patented Oct. 21, 1924.

UNITED STATES 1,512,194 PATENT OFFICE.

DAVID J. BISSELL, JR., OF SPOKANE, WASHINGTON, ASSIGNOR TO OTIS AUTOMATIC TRAIN CONTROL INCORPORATED, OF SPOKANE, WASHINGTON, A. CORPORATION OF WASHINGTON.

RAILROAD SAFETY SYSTEM.

Application filed May 1,

nature, due to carelessness, negligence or incapacitation of an engineer and to other causes, may be averted.

With the foregoing and other purposes in view, my invention consists in the novel features of construction, combination and arrangement of parts as will be hereinafter more fully described, illustrated in the accompanying drawings and defined in the appended claims.

In the drawings wherein like, characters of reference denote corresponding parts in the different views:

Figure 1 is a diagram showing the essential parts of my improved apparatus and themanner of relatively connecting the same;

Figures 2 and 3, elevations, respectively, of opposite sides of one of the ramp valves;

Figure 4, a transverse section through one of the ramp valves showing the same in normal running position;

Figure 5, a longitudinal section through the valve illustrated in Figure 4;

Figure 6, a detail section through a portion of the casing and core of one of the ramp valves;

Figure 7, a view similar to Figure 4 showing the operative position of one of the ramp valves;

Figure 8, a longitudinal section through the direction valve;

Figure 9, an end elevation of the direction valve;

Figure 10, a transverse section through the direction valve;

Figure 11, a longitudinal section through one of the ramp devices; and

Figure 12, a transverse section on the line 12-12 of Figure 11.

Referring now-.to the drawings in detail, it will be observed that the train carried mechanism of my improved apparatus conblocks and block signals,

1923. Serial No. 635.895.

sists of a pair of ramp valves A and B, the former for forward and the latter for backward running; a direction valve C to assure that the proper ramp valve is in operative relation to the braking mechanism according to the, direction in which the train is moving or is to be moved; a speed control valve D operable to limit the speed of the train to predetermined rates under certain conditions, and a relief valve E manually operable to permit the train to proceed cautiously within a predetermined low rate. of speed as determined by the speed control valve, following operation of either ramp valve. y r

The track mechanism consists of a number of duplicate ramp devices F arranged along the tracks in proper relation to the usual being operatively associated with the latter, so as to actuate one or the other of the aforesaid ramp valves A or B, according to the direction of travel of the train, to cause a train attempting to enter an occupied block either to stop or reduce its rate of speed to one of caution or safety.

The ramp valves A and B which are as aforesaid, duplicates, each consists of a casing or housing 10 provided with a tapered, longitudinal bore 11 within which is rotatably mounted a plug valve 12, held in assembly with the casing in any preferred manner as by means of a removable cap or plate 13. Formed in said plug valve is an axial, taperedv bore 1 k that opens at its smaller end through one end of the plug and at its other end is closed by a removable cap or plug 15. Within this bore is arranged a hollow, tapered sleeve 16 that is normally held by a coil spring 17 within the larger end of the bore, but that is capable of being moved against the force of said spring a predetermined distance in the direction of the smaller end of the bore, so as to come into snug, sealing contact with the tapered wall of the latter. A ke or spline 18 prevents rotation of this s eeve within said bore, and, as shown, the larger end of the sleeve is open, while its smaller end is provided with an aperture 16'.

Formed transversely through the sleeve 16 is a pair of ports 19 and 20, the former of which is elongated in the direction of the axis of the sleeve. These ports are spaced circumferentially of the sleeve and when the sleeve is in its normal position within the bore 14, that is, when it is held by the spring l'livithin the larger end of the bore, said ports ae, alined, respectively, with the inner end fanother pair of ports 21, 22 that extend transversely through the plug valve 12 and at their outer ends are disposed relatively at an angle of substantially 45. The ports 21, 22 are disposed in the same plane transversely of the plug 12 with each of three additional ports 23, 24 and 25, formed in the casing 10 and disposed rela tively at the same angle as ports 21, 22. Accordingly, when the plug 12 is rotated to aline port 21 with port 24, port 22 will be alined with port 25, as shown in Figures 1 and 1 of the drawings, and when said plug is rotated to aline port 22 with port 24, port 21 will be alined with port 23 as shown in Figure 7 of the drawings.

Formed in the outer surface of the plug 12, at the same angle with respect to port 21 as port 22 and to the opposite side of port 21 as port 22, is another port 26 that is of limited depth and that is elongated in the direction of the axis of the plug. This port 26, when the parts 21, 22 are disposed, re-- spectively, in alinement with ports 24,, 25, is alined at one end with port 23 and at its other end with a small bleed ope ing 27 in the casing 10 leading to the atmo phere, but is moved out of alinement with port 23 and said bleed opening 27, so as to blank the latter when the plug is rotated to aline ports 21, 22 with ports 23., 24.

The means by which theplug 12 is adapt ed to be rotated consists of a depending ramp engageable shoe including a pair of arms 28, 29 connected together by a cross piece or pieces 30. One of these arms, 28, is non-rotatably connected with a projecting end of the plug 12, while the other arm, 29, is rotatably journaled on a stud 31 projecting from' the casing 10, said stud carrying a double arm spring 32 that acts to hold said shoe normally in a vertical position with the ports 21, 22 alined respectively with ports 24, 25 and port 26 alined with ports 23, 27. Whenever the shoe is moved an'gularly to rotate the plug 12, the tendency of spring 32 is to, restore both the plug and the shoe to normal position as is apparent.

Extending through the outer ends of .arms 28, 29 is a hollow journal pin 33 for a roller 33, which roller is adapted to contact with a ramp to swing the shoe, and as a consequence, rotate the plug 12. The journal 33 is in the nature of a short length of pipe, one endof which is connected by another short, vertical length 34 with the open end of the bore 14 of the plug, While the other end is connected with a second short length 35 that extends upward through an offset in thearm 29 and is capped or otherwise closed as indicated at 35.

Associated with each ramp valve is a latch device to retain the shoe in an upwardly swung position against the action of spring 32 followin actuation of the shoe by a ramp device. hese latch devices are duplicates of one another and each consists of a pin 36 carrying a disk 37 that is slidable within a bore 39 in the casing 10, said 'which the inner end of the pin 36 is projected by the spring 40 to latch the plug against rotation when the shoe has been swun to aline the ports 21, 22 with ports 23, 24. ommunicating with the inner end of bore 39 is a pipe 12 by which air under pressure may be introduced against the under face of disk 37 to force the same outward against the spring -10 and thus withdraw the pin from the recess 41 to unlatch the plug 12, whereby the latter may return automatically to its normal position under the influence of spring 32.

The two ramp valves A and B are secured, respectively, in any suitable manner, in reversed relation, on opposite sides of a locomotive for cooperation with ramp devices located along opposite sides of the tracks,

and they are connected together and with other parts of the apparatus in a manner which will be set forth in detail hereinafter.

Associated with each ramp valve is a slide valve for controlling the air supply to the bore 39 for releasing the latch pins 36,thc slide valve in association with the forward running ramp valve, herein disclosed as being located on the right hand side of the locomotive, being located at some suitable point spaced well forward of said forward running ramp valve, preferably onthe pilot of the locomotive? while the other slide'valve in association with the backward running ramp valve, herein disclosed as being located on the left hand sid of the locomotive, is located well to the ar of such backward running ramp valve, preferably on the tender of the locomotive. Each slide valve consists of a casing or housing 43 within which is vertically movable a block 44, one side of which is provided with a vertically elongated recess 45. This block has, secured thereto the upper end of a rod 46 that depends through a brace or fixed-support 47 and at its lower end is equipped with aramp engageable roller 48. On. said rod is a collar 4 9, and bearing downwardly on this collar is a coil spring 50 that kurges said rod downward and as a consequence holds the block 44 normally at its limit of downvard movement within the casing 43, in which position of the block recess 45 communicates at one end with a part 51 in the casing to which pipe 42 is connected, and at its other end communicates with a port 52 in the cas' ing opening to the atmosphere. Thus, the bore 39 of the ramp valve is normally vented and subject only to atmospheric pressure, so that the inward projecting influence of spring 40 against the pin 36 is unresisted.

Leading into the casing 43 is a pipe 53 by means of which the casing is constantly supplied with air under pressure. Consequently, whenever the :block 44 is raised sutliciently to uncover port 51, port 52 is simultaneously blanked and air is admitted from the easing into pipe 42 to retract the pin 36 from recess 41 and thus release the latch as aforementioned. The rod 46 has only a limited amount of upward move ment as determined by a suitable stop there on engageable with the fixed support 47, and when it is at the limit of its upward movement, roller 48 is disposed below the roller 33' of the ramp valve when the latter is in normal position, this for a purpose that will later appear. 1

The automatic direction valve C consists 30 of a casing or housing 5a provided with a tapered, longitudinal bore 55 within which. is rotatably mounted a plug valve 56, said lug valve having formed therein an axial bore 57 of limited depth that communicates at one end with a pair of hollow arms 58, 59

extending upwardly from the plug in diverging relative relation, and at its other end communicates with a pair of ports 60, 61

extending transversely of the plug. These ports are disposed relatively at an angle of substantially 90and in the same plane transversely of the plug with three ports 62, 63 and 64 formed in the casing 54, which latter ports, like the ports 60, 61, are dis-- posed relatively at angles of substantially 90. Accordingly, in one predetermined rotated position of the plug 56, ports 60, 61 will aline, respectively, with ports 63, 64 and port 62 will be blanked, while in another predetermined rotated position of the plug, ports'60, 61 will aline, respect ively, with ports 62, 63 and port 64 will he blanked.

The aforedescribed aforesaid direction valve C is secured at any convenient location on the locomotive adajacent to a reciprocatmg art of the locomotive valve gear, preferab y adjacent to the reach rod 65 connecting t e usual reversing lever with the link motion, a roller or other protuberance 66 being provided on said reach rod for cooperationwith the hollow arms 59, 60, so that when the reversing lever is moved forward to set the link motion and cylinder valves of the locomotive for forward running, said roller will contact with arm 59 and as a consequence rotate the plug valve to aline ports 60, 6t wl ports 63, Get and blank port 62, while ice a, when the reversing lever is moved to the rear to reverse the direction of movement of the lrwomotivo. said roller will contact with arm 58 and move the same to the rear and as a conscruicnce rotate the plug .36 to ulino ports 60. 61 with ports 62, 63 and blank port 61. Only a limited amount of movement of the reversing lever is required to impart the necessary rotation to the plug to aline and disaline the ports mentioned, the arms 58, 59 being of such length that continued movement of the reversing lever either forward or to the rear will result merely in the roller 66 moving beyond one or the other of the arms or 59 as the case may be, in which con-- nection it also will be observed that when arm 52* is rotated forwardly by the roller 66, arm 38 is uniltaneously rotated into position to be on -72 by the roller when the latter sub cnily is moved to the rear, and when arm DR is rotated to the rear, arm is siuiuitamously rotated into position to he eugagwil by the roller when the latter sunsw'mently is moved forward.

The automatic speed control valve D may be located :it-any convenient point on the locomotive and, as shown. the same consists of a vertically arranged elongated casing or housing 67 within the upper end of which is slidablytitted apiston valve 68 having a rod 69 secured thereto and extending above the o sing where it is connected with governor me huni-un 76 of any well known or preferred type, which governor mechanism is operated by a belt or gearing from one of the axles of the locomotive, or in any other desired or preferred manner. Nornndly, that is, when the locomotive is at rest, the piston valve is disposed at its uppormoj limit of movement within the f 67 and moved downward by the g( 'KVUUl' mechanism a greater or less distance according to the speed of the train as is manifest.

Provided in the casing 67 is an atmospheric-(lily opening port 71 that is blanked by tho lower end of the piston valve 63 when the latter is in its normal or uppermost position within the using, but that is unhlanked by an annular, elongated channel 72 in the piston valve when the latter is moved a predetermined distance downward. The channel 72 is of such length as to at all times maintain communication with a port 73 in the casing directly above ort 72, for all positions of the piston valve within the limit of its downward movement, I

Also slidably titted within the casing 67, below the piston, valve 68, is a second piston valve 7 4, that has a re uced lower end portion 75 operable within a similarly reduced portion 76 of the casing. The lower ends of both the piston 71 and its reduced portion 7 3 are formed as valves for cooperation with seats formed within the casing, so that when said piston is moved downward and said valves become seated, communication is cut off between a pair of ports 77, 78 located in opposite sides of the casing.

Extending downward from the reduced portion 75 of the piston 74- is a rod 79 that carries a valve 80, which valve normally is held closed against a seat surrounding an opening 81 in the lower end of the casing by a coil spring that reacts against said valve from a cap 83 threaded on the lower end of the casing in enclosing relation to said valve. The rod 79 is of such length that when valve 80 is closed, the valves on piston 7 1, 75 are unseated, so that communication normally is established between ports 77, 78. \Vhen the piston 74, 75 is moved downward, however, and the valves thereof become seated to cut off communication between ports 77, 78, valve 80 simultaneously is unseated and port 77 is placed in communication with the atmosphere through opening 81 in the lower end of the casing and openings 8st in the cap 83.

Normally the pistons 68, '71 are relatively spaced and the latter is adapted to be moved downward by the former after the. former has been moved downward a predetermined distance by the governor mechanism 70, the lower end 01"" piston 68 being provided with a stud 85 that is adapted to contact with the upper end of piston 74 to accomplish this purpose. Stud 85 preferably is threaded in the piston 08, so that it may be adjusted whereby a greater or lesser amount of downward movement of said piston 68 is necessary to move piston 7-1 downward for a purpose that will later appear.

The manual relief valve E which is preferably located in the cab of the locomotive in convenient reach of the engineer consists of a casing 86 that is provided with a pair of valve chambers 87 88 that. have. arranged therein, respectively, valves 89, 90 which valves are carried by a common stem 91, whereby they are movable in unison. Surrounding said stem and reacting from the casing 80 against valve 89 is a coil spring 92 that holds said valve 89 normally off its seat 93 and valve 90 normally closed with respect to a port 94 in the casing that opens into valve chamber 88. A knob 95 is provided on the stem 91, whereby said stem may be lifted manually to seat the valve 89 and simultaneously uncover port 91 to provide communication through valve chamber 88 between said port 91 and another port 90. Normally, however, spring 92 urges valve 89 off its seat 93 and valve 90 closed with respect to port 91 thereby normally to provide communication through the valve chamber 87 between a port 97 and an atmospherically opening port 98 and at the same time deny communication between ports 94, 96. In other words, port 97 normally 1S vented through port 98 to the atmosphere and communication between ports 94, 96 is denied,

but when valve 89 is closed to blank port-97,

weighted at one end as at 105, whereby a roller 106 on its other end is held-normally in contact with one of the ramp rails and said rails as a result held normally elevated. By this arrangement it is manifest that upon downward movement of that end of the lever 103 carrying roller 106, the influence of weight 105 upon the ramp rails is removed and said rails will as a result assume a horizontal or clear position under the influence of gravity.

\Vithin the casing 100 is mounted a solenoid 107, the core 108 of which is connected with lever 103 as indicated at 109, while the field thereof is located in a normally energized circuit including essentially the conductors 110, 111. In one of said conductors, herein shown as conductorlll, is a switch 112 that is maintained open by the weight 105 or lever 103 when said lever is in its normal position shown in Figure 11 holdin the ramp rails elevated. Only a very sma l amount of depression of the ramp rails with corresponding depression of the roller 106 and slight raising of the weight 105 is necessary, however, to release said switch and permit the same to automatically close. Also arranged in one of said conductors is another switch 113 that is controlled by a float device 114, so that in the event of an excess quantity of water collecting within the casing 100 the circuit to the solenoid will.

be automatically broken. Conductors 110 111 lead to suitable switches operated by the usual block signals, so that when a signal is set at stop or caution position, the circult to the solenoid is deenergized, but is en-' ergized when the signals are in clear positron.

The operationof the ram devices 1s apparent and as follows: W on a block 18 clear and the usual signals so indicate that fa t, the circuit through conduclots 110, 111, although energized, is maintained broken 'Port 24 of ramp v.

in a normally chine- 1. cm or, r 1' In Figure 1 of the let by switch 112 thereby to conscrv" electrical energy. Upon contact of the Sl'n of a ramp valve with one 01" the ramp rails, however, with resultant slight depression of the ramp rails and lifting ol the weight 10.), said switch will close ind tl a so noid field will become energized thus v ireg the core 108 and allowing the r mp itt s to fa ll under the influence of gt icontal or inactive position whole: the sum: of the ramp valve will be uuzill'ectcd lhc ci cuit will then remain closed until decncrg'i'lzed by movement of a signal to "stop" or cantion position following which the ramp will assume its normal status. On the other hand, if the signal controlling a gi en ramp is set at danger position, the circuit through conductors 110, 111. wiil he broken and the resistance of weight 105 to dew award move ment of the ramp rails 'Olll remit in said rails remaining elevated in that when the shoe of a ramp valv e some consequent actuation of such alve will result.

To connect the \aivcs A With an ordii'iai neers valve r from pipe 115, i waycock 11 3 Wu a; 1 connected with port. Fron'i put 4 in 118 leads to and of ramp valve -1 valuie direction valve i (1, l) and E engh or supply -r :ui'ough a four,-

ling to and. ir -awn valve C, ,il il, rm-c a pipe 3th port 25 on in said and is U "itlVG B. l "ied by a waive 3s. and.

P p mo, Said pipe 1 p 12v, 121 through it: 122 leading to and line pipe ll. A. 111 p pipes 117, 1-22 and in a check valve 1E1 4 of 'saidpipe 11?. in ofi, double 1 Padiiu" pipe 117 with poi Valve E i a pig 9-1 Of said reiie 127. Connect i lief valve with port is \f control valve D is a p 011' from this pipe 12% 1 p 130 that lead to and mime with ports 28, th rt ram p valves A and B. Connecting per F of the automatic speed control valve with the train line pipe 11 a pipe 1111i w'nile connectin port 78 of said alve with train. line pipe 1. is a pipe 1' 132 the train line" pi e ha v i of direction val, i v rotated tolahnt 64, thus adapti:

tOnlfltlC control of forward movements of the train. If, however, as a result of reversing the engine, plug 56 is rotated to aline ports (10, G1 with ports 62, 63 the mechanism then would be adapted for the automatic control ot' rearward movements of the train. in the position of the direction valve as in- (limited for controlling forward movement of the train the train line pipe H is charged from the supply pipe 115 by way of the engineers valve G, tourway cock 116, pipe 117, direction valve 0, pipe 118, through ramp valve A, pipes 120, 121 back through four-way cock 116 and thence through pipe 122. ipe 119 also is charged by way of pipe :0 and ramp valve B, but, as is apparent, this pipe is blanked at the direction valve 0 by the plug 56 closing port 6 For controlling backward nicvements of thetrain, the plug 56 is, as aforesaid, rotated to aline ports 60, 61 with ports (32, 63 and under such conditions, the train line is charged from supply pipe 115 by way of the engineer's valve Gr, four-Way cock 1.16, pipe 117, direction valve C, pipe 119, through ramp valve B, pipes 120, 121 back through foucway cock 116 and thence through pipe 122. Pipe 118 also is charged by way of pipe 120 and ramp valve A, but, as is apparent, this pipe is blanked at the direction valve by the plug 56 closing port (it.

Now, assuming that the train is moving ahead and attempts to enter an occupied block guarded by a ramp device F, the rails of. which are elevated to danger or train stopping position; first, the roller 48 of the latch control valve in association with ramp valve A. will engage with an inclined ramp approach rail 13 i and be moved by approach rail to its uppermost limit of rmivemcnh as detcrniinedhy the aforenu-ntioncd stop on the rod -16 contacting with do n" 1 support 47, which upward inmxcniwnt \v uit in uncovering of port 31 and permit air from pipe 53 through p pe 1:3 beneath di k 39. As the shoe of the rain valve A is in vertical or normal running position. however, and the latch pin 3"? already is raised and out of latching en Q'HQOURQUL with recess 41, the etlcct of this introductimi, of air pressure ocneath the disk It? is nil: second, upon further forward ti flflmtnt of the train, roller 48 which is at it limit ot upward movement contacts with and tlfilll't'fi s ramp rails 101, 102, but the solenoid circuit is deenergized, said rails recover their elevated position under the influence of weight .105 immediately the roller has passed over the ramp, third, upon continued forward movement of the train, the shoe ot ramp valve A contacts with the ehs atwl ramp rails and due to the resista: i. ot' weight 103' against depression of said rails and the relative freedom of movewent; at l t, the latter, and with it the plug 12, is rotated until ports 21, 22 aline with ports 23, 24 and latch pin 36 is projected into recess 41 to hold the shoe and plug against return to normal position under the influence of spring 32. Rotation of the plug 12 to aline ports 21, 22 with ports 23, 24 obviously places pipe 120 in communication with pipe 130 and results in blanking of port 25 and cutting off of the supply through pipe 118. Thus port 72 of speed control valve D and port 97 of manual relief valve E are placed in communication with the train line pipe H through pipes 128, 130, ramp valve A. pipes 120, 121, fourway cock 116 and pipe 122, and as port 97 is in communication with the atmosphere through valve chamber 87 and port 98, it is manifest that an exhaust of train line pressure will occur with resultant setting of the brakes and stopping of the train. If the speed of the train is above a predetermined low rate and the piston valve 68 as a consequence is in uncovering relation to port 71 air will also be exhausted from the train line through the speed control valve and will continue to exhaust through said valve until the speed of the train has been reduced sufficiently to cause the governor mechanism 70 to raise piston 68 and cover port 71.

In the event it is desired to proceed into an occupied block at or below a predetermined low rate of speed, as determined by uncoveringof port 71 by the governor mechanism 70, the engineman, knowing the block to be occupied and accordingly having reduced the speed of his train, operates the manual relief valve to close valve 89 and thereby close port 98, so that when the shoe of the ramp valve engages a stop ramp and is deflected to stop position, the brake pipe pressure will flow from pipes 122, 121, 120 to pipes 130, 128 where it will be confined and prevented from escaping to the atmosphere through either the speed control or the relief valve, thus preventing a brake application. However, should the speed of the train at any time exceed the predetermin d low rate, the brake pipe pressure would escape to the atmosphere through port 71 of the valve D and a brake application would result. At the same time, the pressure on the under face of valve 89 would be relieved and spring 92 would force this valve off its seat and open communication between pipe 128 and the atmosphere throughport 98, so that should the speed of the train be automatically reduced, it will again be necessary to operate the manual relief valve.

The speed control valve D not only serves to maintain the train at or below a predetermined low rate of speed, but also serves to prevent the train exceeding a predetermined high rate of speed, for when the governor mechanism 70 moves the piston 68 a predetermined distance downward, stud 85 contacts with the top of piston 74 and forces the latter downward until the valves thereof engage their seats and cut off communication between pipes 131, 132. The supply through pipe 132 is thusblanked and simultaneously valve 80 is opened, resulting in an exhaust of pressure from the train via pipe 131, opening 81 in the lower end of valve D, and openings in the cap 83, with consequent setting of the brakes. Immediately, however, the braking effect of the brakes has reduced the speed of the train to a predetermined rate, say to sixty miles per hour, the governor mechanism raises piston 68, allowing piston 80 to move upward under the influence of spring 82, reestablishing communication between pipes 131, 182 and closing valve 80, thus permitting the supply to recharge the train line and release the brakes. This operation occurs regardless of any operation of other parts of the mechanism.

From the foregoing it is apparent that an engineman cannot move his train above a. predetermined high rate of speed, nor can he, if he is alert and desires to proceed into an occupied block or zone at a predetermined low or cautious rate of speed, exceed such predetermined low rate so long as the block is occupied and the ramps guarding the same remain deenergized and set in stop position. Furthermore, if the engineman for any reason is absent from his post, inalert, careless or incapacitated and as a consequence fails to operate the manual relief valve E following actuation of either ramp valve A or B, his train will be brought automatically to an immediate sto On the other hand, if the engineman is a art and is proceeding through an occupied block at a. permissible low or cautious rate of speed and said block becomes clear during this time, the next ramp that is passed over will actuate roller 48 to operate valve 44 and release latch pin 36, allowing spring 32 to return the associated ramp valve to normal position, which normal position will be maintained due to the solenoid, which is now energized, holding the lever 103 in position to permit the ramp rails to remain in depressed position, thus permitting the engineman to increase the speed of his train within its predetermined high rate as is apparent.

By the provision of sleeves 16 in the ramp valves A and B and by constructing said ramp valves as previously described, it is apparent that the hollow portions of the shoes thereof are at all times subject to train line pressure, so that in the event of a break or fracture occurring in a shoe, an

exhaust of train line pressure will occur with consequent setting of the brakes. The purpose of the sleeves 16 is to conserve the air supply and restrict the exhaust of air to the train line in the event such a tracture or break should occur when the shoe is in normal running position. The op eration of sleeves 16 to accomplish this purpose is apparent: l t a fracture or break oecurs in a ramp shoe, the rush oi air through the opening 16' in the smalle end ot the related sleeve 16 will act to shift, said sleeve into the smaller end ot and seal bore 14 and simultaneously (liszxline ports 2 22, thus cutting oil the supply. Due to the elongation of port 19, however, this port remains in registration with port, '21 and air will continue to exhaust from the train line. lVhen the break has been repaired spring; 17 returns sleeve us to normal position.

The hollow arms 58, 55) of direction valve C are, by reason of axial passage 57, sub-- jcct to train line pressure in either forward or backward running position of said. valve, and as a consequence, in the event ot a break or fracture occurring; in either or both arms. air will be exhausted from the tr in ilne and as a result an application or the brakes and stopping of the train will be tfll l lllfikl.

The purpose of bleed openii in the ramp valves A and B is to celie v pipe 1 128, 129, 130 of air pressure l ulinwllifj actuation of either ramp valve and su -swpunt return of such valveto normal running position, whereby the pre:- rc of air against, valve 89 Will be removed and th' allowed to move oil' it. to piaaforesaid pipes in conmninieation vith the atmosphere through port 98, so that when a ramp valve is again operated. it will be necessary to manipulate the manual reliei valve in order to prevent the train being; brought to a stop. Openings 27 are quii small, and while capable of relieving; ;-Epes-a 128, 129, 130 of pressure when the rainp valves are in normal runnino cannon, are incapable of permitting the e: rust or suiticient air from said pipes to alter; operation of the manual relief and speed. control a. when a ramp valve is actuated.

From the foregoing description considered in connection with the accon'ipanying drawings, it is believed that the C(lI tl'llQ' tion, operation and advanta of n improvements will he iully understood. It

is desired to point out, l( \'t l that various changes and desirable adi, 11in mai he made in and to the arrangements show u. \v ithin the spirit, and scope of my invention a in the appended claims.

I claim:--

1. In a train control evstem, a train pipe, ramp actuated means a apt-ed in one. posi tion to establish communication. between the train pipe and a. pressure supply and in another position to close said coinrnuni cation and connect the train pipe t h the atmosphere; and means operable While the ramp actuated means is in the latter position, to simultaneously close the train pipe to the atmosphere and e tahlish another communication between the train pipe and a pressure supply.

2. In a train control system. a train pipe. a pair of ramp actuated mechanisms, means for rendering said mechanisms respectively operative and inoperative in harmony with the direction oi train movement, each of said mechanisms, when operative, being adapted in one position to establish communication between the train pipe and a pressure supply and in another position to close said communication and connect the train pipe with the atmoshere, and a single means operable, when either ramp actuated mechanism is operative and in said latter position, to simultaneously close the train pipe to the atmosphere and establish another communication between the train pipe and a pressure supply.

3. In a train control system, a train pipe, a ramp operated mechanism, a pressure supply pipe, a valve device connected to said pressure supply pipe, means leading from said valve device establishing connection between said ramp operated mechanism and the pressure supply pipe, and means leading from said valve device to the ramp operated mechanism and from said valve device to the train pipe establishing connection between the train pipe, and ramp operated mechanism through said valve device.

t. In a train control system, a train pipe, a ramp operated mechanism. a pressure supply pipe, and a valve device connected to said pipe operable in one position to establtjll communication between the pressure supply pipe and ramp operated mechanism and between the train pipe and ramp operated mechanism; and in another position to close communication between the train pipe and ramp operated mechanism and establish communication between the train pipe and pressure supply pipe through said valve device. j

In a train control system, a train pipe, ramp actuated means adapted in one position to establish communication between the train pipe and a pressure supply; and in another position to close-said communication and connect, the train pipe with the nisms for controlling the venting of the train pipe through said ramp operated mechanism when said mechanism is in the latter osition, one of said valve mechanisms ing operable to simultaneously a rest saidwenting and establish another 'communication between the train pipe and a pressure supply and the other operated DAVID J. BISSELL, JR. 

